CN111376653A - Tire for uneven ground running - Google Patents
Tire for uneven ground running Download PDFInfo
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- CN111376653A CN111376653A CN201911051165.0A CN201911051165A CN111376653A CN 111376653 A CN111376653 A CN 111376653A CN 201911051165 A CN201911051165 A CN 201911051165A CN 111376653 A CN111376653 A CN 111376653A
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- tire
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- shoulder
- axial direction
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/11—Tread patterns in which the raised area of the pattern consists only of isolated elements, e.g. blocks
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1376—Three dimensional block surfaces departing from the enveloping tread contour
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/01—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered
- B60C2011/013—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered provided with a recessed portion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C2200/00—Tyres specially adapted for particular applications
- B60C2200/10—Tyres specially adapted for particular applications for motorcycles, scooters or the like
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C2200/00—Tyres specially adapted for particular applications
- B60C2200/14—Tyres specially adapted for particular applications for off-road use
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
The invention provides a tire for uneven ground running, which can improve the operation stability performance on uneven and hard road surface in a balanced manner. A tire (1) for uneven running is provided with a plurality of shoulder pattern blocks (8) arranged in the circumferential direction of the tire on the tread end (Te) side. The shoulder pattern block (8) comprises a 1 st shoulder pattern block (15) and a 2 nd shoulder pattern block (16) which has the length in the tire circumferential direction larger than the 1 st shoulder pattern block (15). The 1 st shoulder block (15) includes a 1 st tread (15A), a 2 nd tread (15B) protruding outward from the 1 st tread (15A) in the block height direction, and a 1 st shallow trench (15C) extending between the 1 st tread (15A) and the 2 nd tread (15B).
Description
Technical Field
The present invention relates to an uneven-land-running tire.
Background
Patent document 1: japanese patent laid-open publication No. 2014-184956
In recent years, due to the improvement in vehicle performance and the like, such pneumatic tires have increased opportunities to run on a hard road surface formed of, for example, dry asphalt or compacted soil with tire marks, in addition to uneven running on a muddy road surface and the like. Therefore, such a pneumatic tire is required to improve steering stability performance both on uneven ground and on hard road surfaces.
Disclosure of Invention
The present invention has been made in view of the above circumstances, and a main object of the present invention is to provide a tire for uneven running capable of improving the driving stability performance on uneven ground and hard road surfaces in a well-balanced manner.
The invention provides an uneven ground running tire, which comprises a tread part, wherein a plurality of shoulder pattern blocks arranged along the circumferential direction of the tire are arranged on the tread end side of the tread part, the shoulder pattern blocks comprise a 1 st shoulder pattern block and a 2 nd shoulder pattern block with the length larger than that of the 1 st shoulder pattern block in the circumferential direction of the tire, the 1 st shoulder pattern block comprises a 1 st tread, a 2 nd tread protruding outwards than the 1 st tread in the height direction of the pattern block, and a 1 st shallow groove extending between the 1 st tread and the 2 nd tread.
In the uneven tread running tire according to the present invention, it is preferable that the 2 nd shoulder block includes a 3 rd tread surface, a 4 th tread surface protruding outward from the 3 rd tread surface in the block height direction, and a 2 nd shallow groove extending between the 3 rd tread surface and the 4 th tread surface.
In the uneven-land-running tire according to the present invention, it is preferable that the 2 nd shoulder block includes an inner block edge extending in the tire circumferential direction on the inner side in the tire axial direction, and the 2 nd shallow groove includes a pair of lateral groove portions extending from the inner block edge to the outer side in the tire axial direction, and a vertical groove portion connecting outer ends of the pair of lateral groove portions.
In the uneven-running tire according to the present invention, it is preferable that the 2 nd shoulder block has an outer block edge extending in the tire circumferential direction on the outer side in the tire axial direction, and the length of the inner block edge in the tire circumferential direction is smaller than the length of the outer block edge in the tire circumferential direction.
In the uneven-running tire according to the present invention, it is preferable that the pair of lateral grooves of the 2 nd shoulder block include: a 1 st portion extending from the inner block edge, and a 2 nd portion connected to the 1 st portion and having a groove width larger than the 1 st portion.
In the uneven-land-running tire according to the present invention, it is preferable that, in the 2 nd shoulder block, a block width of a portion of the 3 rd tread surface adjacent to the 2 nd portion in the tire circumferential direction is larger than a block width of a portion of the 3 rd tread surface adjacent to the longitudinal groove portion on the outer side in the tire axial direction, and the block width of a portion of the 3 rd tread surface adjacent to the longitudinal groove portion on the outer side in the tire axial direction is 3.0 times or less.
In the run flat tire according to the present invention, it is preferable that the inner block edge of the 4 th tread is parallel to the tire circumferential direction.
In the uneven-land-running tire according to the present invention, it is preferable that a block width of a portion of the 3 rd tread surface adjacent to the longitudinal groove portion on the outer side in the tire axial direction is 0.1 to 0.4 times a length of the 2 nd shoulder block in the tire axial direction.
In the uneven-running tire according to the present invention, it is preferable that the length of the 4 th tread in the tire axial direction is 0.2 times or more the length of the 2 nd shoulder block in the tire axial direction.
In the uneven-running tire according to the present invention, it is preferable that the block height of the 4 th tread is 1.2 times or less the block height of the 3 rd tread.
In the run flat tire according to the present invention, it is preferable that the 2 nd shallow groove has a groove depth of 0.010 to 0.35 times the block height of the 3 rd tread.
In the uneven-running tire according to the present invention, it is preferable that the number of the 1 st shoulder blocks is larger than that of the 2 nd shoulder blocks.
In the uneven-running tire according to the present invention, the number of the 2 nd shoulder blocks is preferably less than 0.5 times the number of the 1 st shoulder blocks.
In the uneven-running tire according to the present invention, it is preferable that the length of the 2 nd shoulder block in the tire circumferential direction is 2.0 times or less the length of the 1 st shoulder block in the tire circumferential direction.
In the uneven-running tire according to the present invention, it is preferable that the length of the 2 nd shoulder block in the tire axial direction is longer than the length of the 1 st shoulder block in the tire axial direction and is 1.30 times or less as long as the length of the 1 st shoulder block in the tire axial direction.
The uneven-running tire of the present invention includes a plurality of shoulder blocks arranged in the tire circumferential direction on the tread end side. A large lateral force acts on the tread end side during cornering. Therefore, the plurality of shoulder blocks arranged in the tire circumferential direction can perform stable cornering on uneven, hard road surfaces.
Includes a 1 st shoulder block and a 2 nd shoulder block having a length in the tire circumferential direction larger than that of the 1 st shoulder block. Such a 2 nd shoulder block can improve the frictional force in the traveling direction during cornering against a hard road surface, and further can exhibit a large traction property. Therefore, steering stability on a hard road surface is improved.
The 1 st shoulder block includes a 1 st tread, a 2 nd tread protruding outward from the 1 st tread in a block height direction, and a 1 st shallow groove extending between the 1 st tread and the 2 nd tread. Such a 2 nd tread is likely to be pierced unevenly, and traction is improved. In addition, the 1 st shallow trench and the 1 st tread and the 2 nd tread with different block heights increase the edge component. Therefore, the uneven handling stability performance of the present invention is improved. Therefore, the tire for running on uneven ground of the present invention can improve the steering stability performance on uneven ground and hard road surface in a well-balanced manner.
Drawings
Fig. 1 is a transverse cross-sectional view showing one embodiment of the run flat tire of the present invention.
Fig. 2 is a development view of the tread portion of fig. 1.
FIG. 3 is an enlarged view of the 1 st shoulder block of FIG. 2.
FIG. 4 is an enlarged view of the 2 nd shoulder block of FIG. 2.
Fig. 5 (a) is a perspective view of the 2 nd shoulder block of fig. 2, and fig. 5 (b) is a sectional view taken along line a-a of fig. 5 (a).
Fig. 6 (a) is a perspective view of the 1 st shoulder block of fig. 2, and fig. 6 (B) is a cross-sectional view taken along line B-B of fig. 6 (a).
Figure 7 is an enlarged view of the middle block of figure 2.
Description of reference numerals
1 … tire for running on uneven ground; 8 … shoulder blocks; 15 … shoulder block 1; 15a … tread 1; 15B … tread No. 2; 15C … shallow trench 1; 16 … shoulder 2 block; te … tread end.
Detailed Description
Hereinafter, one embodiment of the present invention will be described with reference to the drawings.
Fig. 1 is a lateral cross-sectional view showing a normal state of an uneven-land-running tire (hereinafter, may be simply referred to as "tire") 1 according to an embodiment of the present invention. In the present embodiment, a motorcycle tire is shown as a preferable tire 1. However, the present invention is not limited to the motorcycle tire, and for example, the tire 1 is also used for a sedan tire, a load tire, and other types.
The "normal state" is a no-load state in which the tire 1 is assembled to a normal rim (not shown) and is filled with a normal internal pressure. Unless otherwise specified in the present specification, the dimensions of each portion of the tire 1 are values measured in a normal state.
The "regular Rim" is a Rim that is specified for each tire in a specification system including the specification that the tire 1 conforms to, and is, for example, "standard Rim" in case of JATMA, "Design Rim" in case of TRA, and "Measuring Rim" in case of ETRTO.
The "normal internal pressure" is an air pressure specified for each TIRE in a specification system including the specification which the TIRE 1 conforms to, and is "maximum air pressure" in case of JATMA, the maximum value described in the table "TIRE LOAD motors actuation colors requirements" in case of TRA, and "INFLATION pressure" in case of ETRTO.
As shown in fig. 1, the tread portion 2 of the tire 1 of the present embodiment is curved in an arc shape with its outer surface projecting outward in the tire radial direction in a lateral cross section.
The carcass 5, the belt 6, and the like are provided inside the tread portion 2 of the present embodiment. These components can be of known structures as appropriate.
Fig. 2 is a development view showing an embodiment of the tread portion 2 of the tire 1. As shown in fig. 2, the tread portion 2 is divided to include: a crown region Cr including a tire equator C, a pair of intermediate regions M adjacent to both sides of the crown region Cr in the tire axial direction, and a shoulder region S adjacent to the outside of each of the intermediate regions M in the tire axial direction. Each shoulder region S is, for example, a region having a width 1/6 of the tread development width TWe from the tread end Te toward the tire axial direction inner side. Each of the intermediate regions M is, for example, a region having a width 1/6 of the tread spread width TWe from the shoulder region S toward the tire axial direction inner side.
The tread spread width TWe is a distance in the tire axial direction between the tread ends Te when the tread portion 2 is spread in a plane. In the present embodiment, the tread end Te means the outermost ground contact position in the tire axial direction of the tread portion 2.
On the tread end Te side of the tread portion 2 of the present embodiment, a plurality of shoulder blocks 8 arranged in the tire circumferential direction are provided. A large lateral force acts on the tread end Te side during cornering. Therefore, the plurality of shoulder blocks 8 aligned in the tire circumferential direction can perform stable cornering. In the present embodiment, the shoulder blocks 8 are provided in the shoulder region S. The tread portion 2 of the present invention is not limited to the illustrated embodiment.
The tread portion 2 of the present embodiment includes tread grooves 11 that divide the shoulder blocks 8, the later-described intermediate blocks 9, and the crown blocks 10. These blocks 8-10 rise from the groove bottom 11s of the tread groove 11.
The shoulder block 8 of the present embodiment includes a 1 st shoulder block 15 and a 2 nd shoulder block 16 having a length in the tire circumferential direction larger than that of the 1 st shoulder block 15. Such a 2 nd shoulder block 16 can improve the frictional force in the traveling direction with respect to a hard road surface, and further can exhibit a large traction property at cornering. The 2 nd shoulder block 16 improves steering stability on hard road surfaces.
FIG. 3 is an enlarged view of shoulder block 1. As shown in fig. 3, the 1 st shoulder block 15 includes a 1 st tread 15A, a 2 nd tread 15B protruding outward from the 1 st tread 15A in the block height direction, and a 1 st shallow groove 15C extending between the 1 st tread 15A and the 2 nd tread 15B. Such a 2 nd tread surface 15B is likely to be unevenly penetrated and exhibits a large traction performance because of an increase in ground contact pressure. In addition, the 1 st shallow trench 15C and the 1 st tread 15A and the 2 nd tread 15B having different block heights increase the edge component. Therefore, the steering stability performance on uneven ground is improved. Therefore, the tire 1 of the present embodiment improves the steering stability performance on uneven ground and hard road surfaces in a well-balanced manner.
FIG. 4 is an enlarged view of the 2 nd shoulder block 16. Fig. 5 (a) is a perspective view of the 2 nd shoulder block 16, and fig. 5 (b) is a sectional view taken along line a-a of fig. 5 (a). As shown in fig. 4 and fig. 5 (a) and (B), the 2 nd shoulder block 16 includes a 3 rd tread 16A, a 4 th tread 16B protruding outward from the 3 rd tread 16A in the block height direction, and a 2 nd shallow trench 16C extending between the 3 rd tread 16A and the 4 th tread 16B. Such a 2 nd shoulder block 16 also improves the steering stability performance on uneven ground. That is, the tire 1 that runs mainly on rough terrain like this embodiment has the 1 st shoulder block 15 and the 2 nd shoulder block 16, and therefore has high steering stability performance on rough terrain.
The 2 nd shoulder block 16 of the present embodiment is formed in line symmetry with respect to a tire axial line 16h passing through the middle position in the tire circumferential direction thereof. In the present embodiment, the 2 nd shoulder block 16 is formed in a substantially pentagonal shape. The shape of the 2 nd shoulder block 16 is not limited to this form.
In the present embodiment, the 3 rd tread 16A is formed in a substantially C-shape. In the present embodiment, the 4 th tread surface 16B has a substantially hexagonal shape in which the maximum length in the tire circumferential direction is located closer to the tread end Te than the intermediate position in the tire axial direction. However, the shapes of the 3 rd tread 16A and the 4 th tread 16B are not limited to this manner.
In the present embodiment, the 2 nd shoulder block 16 includes: an inner block edge 16i extending in the tire circumferential direction on the inner side in the tire axial direction, and an outer block edge 16e extending in the tire circumferential direction on the outer side in the tire axial direction.
In the present embodiment, the inner block edge 16i is formed by a pair of end portions 16s forming the 3 rd tread surface 16A and a center portion 16t forming the 4 th tread surface 16B.
In the present embodiment, the central portion 16t extends parallel to the tire circumferential direction. Such a central portion 16t maintains high rigidity of the 4 th tread 16B in the tire axial direction. In the present embodiment, the end portion 16s is inclined with respect to the tire circumferential direction. The end portion 16s is inclined toward the tire equator C side toward the middle side in the tire circumferential direction of the 2 nd shoulder block 16, for example. Such an end portion 16s contributes to smoothly guiding mud or the like to the tread end Te side.
The length L1 in the tire circumferential direction of the inner block edge 16i is smaller than the length L2 in the tire circumferential direction of the outer block edge 16 e. This can increase the rigidity of the 2 nd shoulder block 16 on the tread end Te side, on which a larger lateral force acts, and thus can increase the frictional force on a hard road surface.
The length L1 of the inner block edge 16i in the tire circumferential direction is preferably 0.5 times or more the length L2 of the outer block edge 16e in the tire circumferential direction. This ensures the rigidity of the portion of the 2 nd shoulder block 16 on the tire equator C side. In order to maintain a smooth discharge of mud and soil and a frictional force against a hard road surface in a balanced manner, it is further preferable that the length L1 in the tire circumferential direction of the inner block edge 16i be 0.78 to 0.97 times the length L2 in the tire circumferential direction of the outer block edge 16 e.
The 2 nd shoulder block 16 has, for example, a pair of block edges 16j extending in the tire axial direction on both sides in the tire circumferential direction. In the present embodiment, the block edge 16j is inclined toward the tread end Te side toward the outer side of the 2 nd shoulder block 16 in the tire circumferential direction. When the block edge 16j corresponds to the first land side of the 2 nd shoulder block 16, if an inclination angle and a sideslip angle are generated by cornering, mud or the like is discharged to the outside of the tread end Te while scraping the road surface. In addition, in the case where the block edge 16j corresponds to the rear land side of the 2 nd shoulder block 16, soil can be effectively collected at the time of braking. In addition, such block edges 16j improve the rigidity of the 2 nd shoulder block 16 on the outer side in the tire axial direction. Therefore, the block edge 16j of the present embodiment improves the steering stability performance.
The 2 nd shallow groove 16C includes a pair of lateral groove portions 18 extending outward in the tire axial direction from the inner block edge 16i, and a vertical groove portion 19 connecting outer ends 18e of the pair of lateral groove portions 18. Such a 2 nd shallow groove 16C increases the edge component in the tire axial direction and the tire circumferential direction. In the present embodiment, the 3 rd tread surface 16A and the 4 th tread surface 16B are divided by a pair of lateral groove portions 18 and a vertical groove portion 19. However, the 2 nd shallow trench 16C is not limited to this manner.
In the present embodiment, each lateral groove portion 18 includes the 1 st portion 21 extending from the inner block edge 16i, and the 2 nd portion 22 connected to the 1 st portion 21 and having a groove width larger than the 1 st portion 21. In the present embodiment, the vertical groove portion 19 linearly extends with the same size (equal width) as the groove width parallel to the tire axial direction. Such a lateral groove portion 18 appropriately reduces the rigidity of the 2 nd shoulder block 16, and improves the grounding feeling and the vibration absorption on a hard road surface. Further, the 2 nd portion 22 of the lateral groove portion 18 facilitates deformation of the 4 th tread surface 16B, and applies a pressing force to mud or the like in the tread groove 11 disposed on the outer side of the 4 th tread surface 16B in the tire axial direction to smoothly discharge the mud or the like, thereby improving the edge effect.
The groove width W1 of the 1 st segment 21 parallel to the tire circumferential direction is preferably about 15% to 35% of the groove width W2 of the 2 nd segment 22 parallel to the tire circumferential direction. Such a lateral groove 18 ensures rigidity of the 3 rd tread surface 16A adjacent to the tire circumferential direction outer side of the 1 st section 21 and the 3 rd tread surface 16A adjacent to the tire circumferential direction outer side of the 2 nd section 22 in a balanced manner, and can exhibit effective frictional force against a hard road surface.
The length L3 in the tire axial direction of the 1 st segment 21 is preferably smaller than the length L4 in the tire axial direction of the 2 nd segment 22. Thereby, the 2 nd part 22 can exert a large tractability with respect to mud or the like. Further, since the rigidity of the 2 nd shoulder block 16 having a large rigidity is appropriately reduced, the ground contact feeling and the vibration absorbing property can be improved.
Although not particularly limited, the length L3 in the tire axial direction of the 1 st segment 21 is preferably 60% to 90% of the length L4 in the tire axial direction of the 2 nd segment 22. This enables the above-described effects to be effectively exhibited.
In the present embodiment, the 2 nd shoulder block 16 is formed such that the block width W3 parallel to the tire circumferential direction of the 1 st block portion 17a of the 3 rd tread surface 16A is larger than the block width W4 parallel to the tire axial direction of the 2 nd block portion 17b of the 3 rd tread surface 16A. The 1 st block portion 17a is a portion of the 3 rd tread surface 16A adjacent to the 2 nd portion 22 on the outer side in the tire circumferential direction of the 3 rd tread surface 16A. The 2 nd block portion 17b is a portion of the 3 rd tread surface 16A adjacent to the vertical groove portion 19 on the outer side in the tire axial direction. Such a 2 nd shoulder block 16 can maintain a high frictional force in the traveling direction during cornering, and therefore exhibits a large traction performance.
The block width W3 of the 1 st block portion 17a is preferably 3.0 times or less the block width W4 of the 2 nd block portion 17 b. That is, if the block width W3 of the 1 st block portion 17a exceeds 3.0 times the block width W4 of the 2 nd block portion 17b, the balance between the rigidity of the 2 nd shoulder block 16 in the tire axial direction and the rigidity in the tire circumferential direction may decrease, and the ground contact feeling and the steering stability may deteriorate. From such a viewpoint, it is more preferable that the block width W3 of the 1 st block portion 17a is 1.2 to 2.5 times the block width W4 of the 2 nd block portion 17 b.
The block width W4 of the 2 nd block portion 17b is preferably 0.1 to 0.4 times the length L5 of the 2 nd shoulder block 16 in the tire axial direction. This can maintain the rigidity of the 2 nd shoulder block 16 appropriately, and improve the discharge of mud and the like due to the deformation of the 4 th tread surface 16B, the improvement of the grounding feeling, and the steering stability performance in a balanced manner. From such a viewpoint, it is more preferable that the block width W4 of the 2 nd block portion 17b is 0.15 to 0.35 times the length L5 of the 2 nd shoulder block 16 in the tire axial direction.
The groove width W5 of the vertical groove 19 parallel to the tire axial direction is preferably 5% to 15% of the length L5 of the 2 nd shoulder block 16 in the tire axial direction. Such a vertical groove 19 promotes deformation of the 4 th tread surface 16B while suppressing excessive reduction in rigidity of the 2 nd shoulder block 16 in the tire axial direction, and maintains smooth discharge of mud and the like.
The length L6 of the 4 th tread 16B in the tire axial direction is preferably 0.2 times or more the length L5 of the 2 nd shoulder block 16 in the tire axial direction. This ensures the rigidity of the 4 th tread 16B and also ensures smooth discharge of mud and the like due to the deformation thereof. In order to effectively exert such an effect, the length L6 of the 4 th tread surface 16B in the tire axial direction is preferably 0.5 to 0.8 times the length L5 of the 2 nd shoulder block 16 in the tire axial direction.
Block height h2 of tread 4B is preferably 1.2 times or less the block height h1 of tread 3 a. This can suppress excessive deformation of the 4 th tread 16B and prevent breakage and cracking thereof. In order to effectively exhibit such an effect, the block height h2 of the 4 th tread surface 16B is more preferably 1.05 to 1.10 times the block height h1 of the 3 rd tread surface 16A.
The depth d1 of the 2 nd shallow trench 16C is preferably 0.010 to 0.35 times the block height h1 of the 3 rd tread 16A. When the groove depth d1 is less than 0.010 times the block height h1, the improvement of the grounding feeling and the vibration absorbability may be suppressed. Further, the deformation of the 4 th tread surface 16B may be suppressed, and smooth discharge of mud or the like may be suppressed. When the groove depth d1 exceeds 0.35 times the block height h1, the rigidity of the 2 nd shoulder block 16 may be significantly reduced. From such a viewpoint, it is more preferable that the depth d1 of the 2 nd shallow groove 16C is 0.030 to 0.30 times the block height h1 of the 3 rd tread 16A.
The 2 nd shoulder block 16 is formed such that a 1 st block wall 24a extending from the 4 th tread surface 16B to the groove bottom 11s side protrudes further to the outside of the 2 nd shoulder block 16 than a 2 nd block wall 24B extending from the 3 rd tread surface 16A to the inside in the tire radial direction. Such a 2 nd shoulder block 16 improves the shearing force against unevenness.
The 2 nd shoulder block 16 preferably has a maximum length in the tire circumferential direction (e.g., the length L2) of 0.010 to 0.10 times, and more preferably 0.03 to 0.08 times, the tire outer diameter Dt (shown in fig. 1). The length L5 in the tire axial direction is preferably 0.050 to 0.3 times, more preferably 0.1 to 0.2 times the total tire width TW (shown in fig. 1). The block height h1 of the 3 rd tread 16A is preferably 0.01 to 0.06 times, more preferably 0.01 to 0.05 times the tire outer diameter Dt. The "total tire width TW" is the maximum width in the tire axial direction in the normal state described above, and is the length in the tire axial direction between the tread ends Te in the present embodiment.
Fig. 6 (a) is a perspective view of the 1 st shoulder block 15, and fig. 6 (B) is a cross-sectional view taken along line B-B of fig. 6 (a). As shown in fig. 3 and (a) and (b) of fig. 6, the 1 st shoulder block 15 of the present embodiment is formed in line symmetry with respect to a tire axial line 15h passing through the middle position in the tire circumferential direction thereof. In the present embodiment, the 1 st shoulder block 15 is formed in a substantially pentagonal shape. However, the shape of the 1 st shoulder block 15 is not limited to this manner.
In the present embodiment, the 1 st tread 15A is formed in a substantially horizontal U-shape. In the present embodiment, the 2 nd tread surface 15B has a substantially hexagonal shape in which the maximum length in the tire circumferential direction is located closer to the tread end Te than the intermediate position in the tire axial direction. However, the shape of the 1 st tread 15A and the 2 nd tread 15B is not limited to this form.
The 1 st shoulder block 15 includes, for example, a 1 st inner block edge 15i extending in the tire circumferential direction on the inner side in the tire axial direction, and a 1 st outer block edge 15e extending in the tire circumferential direction on the outer side in the tire axial direction.
In the present embodiment, 1 st inner block edge 15i includes 1 st center portion 15t forming 2 nd tread surface 15B. In the present embodiment, the 1 st central portion 15t extends parallel to the tire circumferential direction. Such a 1 st central portion 15t maintains the rigidity of the 2 nd tread surface 15B in the tire axial direction high.
The length L8 in the tire circumferential direction of the 1 st inner block edge 15i is smaller than the length L9 in the tire circumferential direction of the 1 st outer block edge 15 e. This can improve the rigidity of the 1 st shoulder block 15 on the tread end Te side, on which a larger lateral force acts.
The 1 st shoulder block 15 has, for example, a pair of 1 st block edges 15j extending in the tire axial direction on both sides in the tire circumferential direction. In the present embodiment, the 1 st block edge 15j is inclined toward the tread end Te side toward the outer side of the 1 st shoulder block 15 in the tire circumferential direction. Such a 1 st block edge 15j can smoothly discharge mud and soil in the tread groove 11 toward the tread end Te during cornering.
The 1 st shallow groove 15C includes a pair of lateral groove portions 25 extending outward in the tire axial direction from the 1 st inner block edge 15i, and a vertical groove portion 26 connecting outer ends 25e of the pair of lateral groove portions 25. In the present embodiment, the 1 st tread surface 15A and the 2 nd tread surface 15B are divided by a pair of lateral groove portions 25 and a vertical groove portion 26. The 1 st shallow trench 15C is not limited to this form, and may extend in a wavy or zigzag form, for example.
In the present embodiment, each lateral groove 25 includes a 3 rd portion 25a and a 4 th portion 25 b. The 3 rd portion 25a extends from the 1 st inner block edge 15i toward the tire circumferential direction outer side of the 1 st shoulder block 15 toward the tire axial direction outer side. The 4 th portion 25b is connected to the 3 rd portion 25a and is inclined oppositely to the 3 rd portion 25 a. The lateral groove portion 25 is formed, for example, with the same size (equal width) as the groove width W8 parallel to the tire circumferential direction. In the present embodiment, the vertical groove 26 linearly extends with the same size (equal width) as the groove width W9 parallel to the tire axial direction. Such a 1 st shallow trench 15C increases the edge component in the tire circumferential direction and the tire axial direction.
The width W8 of the lateral groove 25 is smaller than the width W9 of the vertical groove 26. This promotes the deformation of the 2 nd tread surface 15B in the tire axial direction more than the deformation in the tire circumferential direction, and can smoothly discharge mud and the like in the tread groove 11 on the inner side of the 2 nd tread surface 15B in the tire axial direction, while maintaining the rigidity of the 1 st shoulder block 15 in the tire circumferential direction high.
The length L10 of the 2 nd tread 15B in the tire axial direction is preferably 0.2 times or more the length L11 of the 1 st shoulder block 15 in the tire axial direction. This ensures the rigidity of the second tread surface 15B and also ensures smooth discharge of sludge and the like due to the deformation thereof. In order to effectively exert such an effect, the length L10 of the 2 nd tread surface 15B in the tire axial direction is preferably 0.5 to 0.8 times the length L11 of the 2 nd shoulder block 16 in the tire axial direction.
Block height h4 of tread 2B is preferably 1.2 times or less the block height h3 of tread 1 a. This can suppress excessive deformation of the second tread 15B and prevent breakage and cracking thereof. In order to effectively exhibit such an effect, it is further preferable that the block height h4 of the 2 nd tread surface 15B is 1.05 to 1.10 times the block height h3 of the 1 st tread surface 15A.
The depth d2 of the 1 st shallow trench 15C is preferably 0.010 to 0.35 times the block height h3 of the 1 st tread 15A. When the groove depth d2 is less than 0.010 times the block height h3, the rigidity of the 1 st shoulder block 15 is maintained excessively high, and the improvement of the ground contact feeling is suppressed. Further, the deformation of the second tread surface 15B may be suppressed, and the smooth discharge of mud or the like may be suppressed. When the groove depth d2 exceeds 0.35 times the block height h3, the rigidity of the 1 st shoulder block 15 may be significantly reduced. From such a viewpoint, it is more preferable that the depth d2 of the 1 st shallow groove 15C is 0.030 to 0.30 times the block height h3 of the 1 st tread 15A.
The 1 st block wall 30a of the 1 st shoulder block 15 extending from the 2 nd tread 15B toward the groove bottom 11s protrudes outward of the 1 st shoulder block 15 more than the 2 nd block wall 30B extending from the 1 st tread 15A inward in the tire radial direction. Such 1 st shoulder block 15 improves shearing force against unevenness.
In the present embodiment, the number of the 1 st shoulder blocks 15 is larger than that of the 2 nd shoulder blocks 16. Since the tire 1 of the present embodiment mainly runs on uneven ground, the steering stability performance during uneven ground running can be maintained high by making the number of the 1 st shoulder blocks 15 larger than the number of the 2 nd shoulder blocks 16.
In order to improve the steering stability performance on uneven and hard road surfaces in a balanced manner, it is preferable that the number of the 2 nd shoulder blocks 16 is less than 0.5 times the number of the 1 st shoulder blocks 15. In the case of the tire 1 having the 1 st shoulder block 15 and the 2 nd shoulder block 16 as in the present embodiment, the number of the 2 nd shoulder blocks 16 is more preferably 0.10 to 0.40 times the number of the 1 st shoulder blocks 15.
The maximum length of the 2-th shoulder block 16 in the tire circumferential direction (for example, corresponding to the length L2) is preferably 2.0 times or less the length L9 of the 1-th shoulder block 15 in the tire circumferential direction (maximum length). In the case where the length L2 of the 2 nd shoulder block 16 exceeds 2.0 times the length L9 of the 1 st shoulder block 15, there is a fear that the 2 nd shoulder block 16 is hard to penetrate into a muddy road surface or the like without unevenness. From such a viewpoint, the length L2 of the 2 nd shoulder block 16 in the tire circumferential direction is preferably 1.2 to 1.8 times the length L9 of the 1 st shoulder block 15 in the tire circumferential direction.
In the present embodiment, the length L5 in the tire axial direction of the 2 nd shoulder block 16 is formed to be greater than the length L11 in the tire axial direction of the 1 st shoulder block 15. Such a 2 nd shoulder block 16 has a large rigidity in the tire axial direction, and exhibits an effective frictional force against a lateral force. In the case where the length L5 of the 2 nd shoulder block 16 in the tire axial direction is excessively larger than the length L11 of the 1 st shoulder block 15 in the tire axial direction, there is a fear that the 2 nd shoulder block 16 is hard to penetrate unevenly, and the steering stability performance deteriorates. Therefore, the length L5 of the 2 nd shoulder block 16 in the tire axial direction is preferably 1.30 times or less the length L11 of the 1 st shoulder block 15 in the tire axial direction. In order to more effectively exhibit the above-described function, it is further preferable that the length L5 of the 2 nd shoulder block 16 in the tire axial direction is 1.02 to 1.10 times the length L11 of the 1 st shoulder block 15 in the tire axial direction.
As shown in fig. 2, the tread portion 2 of the present embodiment is provided with intermediate blocks 9 and crown blocks 10. The intermediate blocks 9 and the crown blocks 10 are arranged in the tire circumferential direction. In the present embodiment, the centroid of the tread surface of the intermediate block 9 is disposed in the intermediate region M. In the present embodiment, the centroid of the tread surface of the crown block 10 is disposed in the crown region Cr. When the tread surface of each block 9, 10 is provided with a recessed portion such as a groove, the position of the centroid of the virtual tread surface filled in the recessed portion is adopted.
Fig. 7 is a plan view of the middle block 9. As shown in fig. 7, the intermediate block 9 of the present embodiment includes a 1 st intermediate tread 9A, a 2 nd intermediate tread 9B protruding outward from the 1 st intermediate tread 9A in the block height direction, and an intermediate shallow groove 9C extending between the 1 st intermediate tread 9A and the 2 nd intermediate tread 9B.
The intermediate block 9 includes, for example: an inner intermediate block edge 9i extending in the tire circumferential direction on the inner side in the tire axial direction, and an outer intermediate block edge 9e extending in the tire circumferential direction on the outer side in the tire axial direction. The intermediate block 9 of the present embodiment is formed in line symmetry with respect to a tire axial direction line 9h passing through the intermediate position in the tire circumferential direction thereof. In the present embodiment, the intermediate block 9 is formed in a substantially pentagonal shape.
The intermediate shallow groove 9C includes a pair of intermediate lateral groove portions 37 extending from the outer intermediate block edge 9e inward in the tire axial direction, and an intermediate longitudinal groove portion 38 connecting outer ends of the pair of intermediate lateral groove portions 37. In the present embodiment, the 1 st intermediate tread surface 9A and the 2 nd intermediate tread surface 9B are divided by a pair of intermediate lateral groove portions 37 and intermediate longitudinal groove portions 38.
In the present embodiment, the intermediate lateral groove portion 37 includes: a 1 st lateral portion 37a inclined toward the tire equator C side from the outer intermediate block edge 9e to the outer side of the intermediate block 9 in the tire circumferential direction, and a 2 nd lateral portion 37b connected to the 1 st lateral portion 37a and inclined in the opposite direction to the 1 st lateral portion 37 a. The intermediate lateral groove portion 37 is formed, for example, with the same groove width in the tire circumferential direction (equal width). In the present embodiment, the intermediate longitudinal groove portion 38 linearly extends with the same groove width in the tire axial direction (equal width). Such an intermediate lateral groove portion 37 increases the edge component in the tire circumferential direction and the tire axial direction.
As shown in fig. 2, in the present embodiment, the intermediate blocks 9 include a 1 st intermediate block 40 disposed on the tire equator C side and a 2 nd intermediate block 41 disposed on the tire axial outer side than the 1 st intermediate block 40. In the present embodiment, the 1 st intermediate block 40 and the 2 nd intermediate block 41 are respectively provided so as to overlap in the tire axial direction. This maintains the rigidity of the intermediate region M high, and therefore, exhibits excellent steering stability performance.
In the present embodiment, the crown blocks 10 include the 1 st, 2 nd, and 3 rd crown blocks 10A, 10B, and 10C. The 1 st crown block 10A is disposed in the crown region Cr. The 2 nd crown block 10B is disposed so as to straddle the crown region Cr and one of the intermediate regions M (left side in fig. 2). The 3 rd crown block 10C is disposed so as to straddle the crown region Cr and the intermediate region M (the right side in fig. 2) of the other. Thus, in the crown region Cr and the intermediate region M of the present embodiment, arbitrary crown blocks 10A to 10C or arbitrary intermediate blocks 40 and 41 are arranged on the tire circumferential line over the entire tire axial direction.
The crown block 10 is divided into 2 block pieces 10a, 10a by being provided with a shallow groove 10f extending in the tire circumferential direction at the center portion in the tire axial direction. Such shallow furrows 10f increase the edge component of the crown block 10 in the tire circumferential direction. The shallow trench 10f preferably has a width Wa of, for example, 5% to 25% of the length LA of the crown block 10 in the tire axial direction, and preferably has a depth da (shown in fig. 1) of 5% to 50% of the block height ha of the crown block 10.
The 1 st crown block 10A is shaped as a non-displaced block in which the 2 block pieces 10A, 10A are not displaced in the tire circumferential direction. The 2 nd crown block 10B and the 3 rd crown block 10C are shaped as shifted blocks in which the 2 block pieces 10a, 10a are displaced in the tire circumferential direction.
As shown in fig. 1, the tread groove 11 of the present embodiment is provided with a tie bar 12 that connects blocks to each other and causes a groove bottom 11s to rise. Such a tie bar 12 increases the rigidity of each block, and increases the frictional force against a hard road surface and the shearing force against uneven ground. The tie bar 12 of the present embodiment includes a shoulder tie bar 12A (shown in fig. 2) connecting the shoulder block 8 and the middle block 9, and a middle tie bar 12B connecting the middle block 9 and the crown block 10.
While the embodiments of the present invention have been described above in detail, it is needless to say that the present invention is not limited to the illustrated embodiments, and can be implemented by being modified into various embodiments.
[ examples ] A method for producing a compound
Pneumatic tires for motorcycles having the basic structure of fig. 1 and the basic pattern of fig. 2 were produced in a trial manner based on the specifications of table 1, and the running performance of each test tire during cornering was tested. The main common specifications and test methods of the respective test tires are as follows.
Tire: 80/100-21 (front), 120/90-19 (rear)
Rim 1.60 × 21 (front), 2.15 × 19 (rear)
Tire internal pressure: 80kPa
W4/L5: 0.21 (examples 1 to 4)
W3/W4: 1.4 (examples 1 to 4)
L5/TW: 0.15 (examples 1 to 4)
L2/L9: 1.4 (examples 1 to 4)
L5/L11: 1.08 (examples 1 to 4)
L6/L5: 0.64 (examples 1 to 4)
h2/h 1: 1.06 (examples 1 to 4)
d1/h 1: 0.09 (examples 1 to 4)
Comparative example 1 was not provided with the 2 nd shoulder block.
N1 and N2 indicate the number of the 1 st shoulder block and the 2 nd shoulder block.
< road surface adaptability, slip control Performance, cornering traction Performance >
The following test vehicles, each of which was mounted with each test tire, were driven by a test rider on a hard road surface formed of consolidated soil and an uneven test course formed of a muddy road surface. Then, the road surface suitability, the slip control performance, and the cornering traction performance were evaluated by testing the rider's senses. The road surface adaptability refers to the comprehensive handling stability of both hard road surfaces and uneven ground. The slip control performance refers to a control feeling when a slip occurs unevenly. The cornering traction performance refers to running stability related to traction when cornering on a hard road surface. The results are displayed in a manner of 10 points being full. The larger the value, the more advantageous.
Testing the vehicle: motorcycle with 450cc exhaust for cross-country sports
The results of the tests and the like are shown in Table 1.
[ TABLE 1 ]
As a result of the test, it was confirmed that: the tires of the examples were improved in uneven road surface and hard road surface steering stability performance in a well-balanced manner as compared with the tires of the comparative examples. The present invention is also applied to a heavy load tire and a tire having a different size, and the same test results are obtained.
Claims (15)
1. A tire for running on uneven ground, comprising a tread portion,
the run-flat tire is characterized in that,
a plurality of shoulder blocks arranged in the tire circumferential direction are provided on the tread end side of the tread portion,
the shoulder pattern blocks comprise a 1 st shoulder pattern block and a 2 nd shoulder pattern block which has a length in the tire circumferential direction larger than that of the 1 st shoulder pattern block,
the 1 st shoulder pattern block includes a 1 st tread, a 2 nd tread protruding outward from the 1 st tread in a pattern block height direction, and a 1 st shallow trench extending between the 1 st tread and the 2 nd tread.
2. The run-flat tire according to claim 1,
the 2 nd shoulder pattern block includes a 3 rd tread, a 4 th tread protruding outward from the 3 rd tread in a pattern block height direction, and a 2 nd shallow groove extending between the 3 rd tread and the 4 th tread.
3. The tire for running uneven ground according to claim 2,
the 2 nd shoulder block includes an inner block edge extending in the tire circumferential direction on the inner side in the tire axial direction,
the 2 nd shallow trench includes a pair of lateral trench portions extending outward in the tire axial direction from the inner block edge, and a vertical trench portion connecting outer ends of the pair of lateral trench portions.
4. The run flat tire according to claim 3,
the 2 nd shoulder block has an outer block edge extending in the tire circumferential direction on the outer side in the tire axial direction,
the length of the inner block edge in the tire circumferential direction is smaller than the length of the outer block edge in the tire circumferential direction.
5. Tire for running uneven ground according to claim 3 or 4,
the pair of lateral groove portions of the 2 nd shoulder block includes: a 1 st portion extending from the inner block edge, and a 2 nd portion connected to the 1 st portion and having a groove width larger than the 1 st portion.
6. Tire for uneven ground running according to claim 5,
the block width of a portion of the 3 rd tread surface adjacent to the 2 nd portion in the tire circumferential direction is larger than the block width of a portion of the 3 rd tread surface adjacent to the longitudinal groove portion on the outer side in the tire axial direction, and is 3.0 times or less the block width of a portion of the 3 rd tread surface adjacent to the longitudinal groove portion on the outer side in the tire axial direction.
7. The tire for uneven ground running according to any one of claims 3 to 6,
the inner pattern block edge of the 4 th tread is parallel to the circumferential direction of the tire.
8. The tire for running uneven ground according to any one of claims 3 to 7,
the pattern block width of the part, adjacent to the outer side of the longitudinal groove part in the axial direction of the tire, of the 3 rd tread is 0.1-0.4 times of the length of the 2 nd shoulder pattern block in the axial direction of the tire.
9. The tire for uneven ground running according to any one of claims 2 to 8,
the length of the 4 th tread in the tire axial direction is more than 0.2 times of the length of the 2 nd shoulder pattern block in the tire axial direction.
10. The tire for uneven ground running according to any one of claims 2 to 9,
the pattern block height of the 4 th tread is less than or equal to 1.2 times of the pattern block height of the 3 rd tread.
11. The tire for uneven ground running according to any one of claims 2 to 10,
the depth of the 2 nd shallow trench is 0.010-0.35 times of the height of the pattern block of the 3 rd tread.
12. The tire for uneven ground running according to any one of claims 1 to 11,
the number of the 1 st shoulder pattern blocks is more than that of the 2 nd shoulder pattern blocks.
13. The tire for running uneven ground according to claim 12,
the number of the 2 nd tire shoulder pattern blocks is less than 0.5 times of the number of the 1 st tire shoulder pattern blocks.
14. The tire for uneven ground running according to any one of claims 1 to 13,
the length of the 2 nd shoulder pattern block in the tire circumferential direction is less than or equal to 2.0 times of the length of the 1 st shoulder pattern block in the tire circumferential direction.
15. The run flat tire according to any one of claims 1 to 14,
the length of the 2 nd shoulder block in the tire axial direction is larger than that of the 1 st shoulder block in the tire axial direction and is less than or equal to 1.30 times of that of the 1 st shoulder block in the tire axial direction.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018247128A JP7131381B2 (en) | 2018-12-28 | 2018-12-28 | Rough terrain tires |
| JP2018-247128 | 2018-12-28 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111376653A true CN111376653A (en) | 2020-07-07 |
| CN111376653B CN111376653B (en) | 2023-04-18 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911051165.0A Active CN111376653B (en) | 2018-12-28 | 2019-10-31 | Tire for uneven ground running |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US11518195B2 (en) |
| EP (1) | EP3677442B1 (en) |
| JP (1) | JP7131381B2 (en) |
| CN (1) | CN111376653B (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2024019954A (en) * | 2022-08-01 | 2024-02-14 | 住友ゴム工業株式会社 | Two-wheeler tire for traveling on irregular ground |
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| JP5529998B1 (en) * | 2013-04-24 | 2014-06-25 | 株式会社ブリヂストン | tire |
| JP5827663B2 (en) * | 2013-10-28 | 2015-12-02 | 住友ゴム工業株式会社 | Motorcycle tires for running on rough terrain |
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| JP7124531B2 (en) * | 2018-08-01 | 2022-08-24 | 住友ゴム工業株式会社 | tires for rough terrain |
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- 2019-10-31 CN CN201911051165.0A patent/CN111376653B/en active Active
- 2019-11-19 EP EP19209927.3A patent/EP3677442B1/en active Active
- 2019-12-02 US US16/700,667 patent/US11518195B2/en active Active
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| EP2127905A2 (en) * | 2008-05-23 | 2009-12-02 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
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Also Published As
| Publication number | Publication date |
|---|---|
| JP7131381B2 (en) | 2022-09-06 |
| JP2020104776A (en) | 2020-07-09 |
| US20200207156A1 (en) | 2020-07-02 |
| US11518195B2 (en) | 2022-12-06 |
| CN111376653B (en) | 2023-04-18 |
| EP3677442A1 (en) | 2020-07-08 |
| EP3677442B1 (en) | 2021-04-07 |
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